Rayong (TPI Terminal)

General Information
The existing TPI terminal consists of 3 berth wharfs. The terminal can handle various cargoes i.e. Ethylene, Prolylene, ABS Monomers, crude oil and other petroleum products with the aid of marine unloading arms or flexible hoses.

Prior to designating a vessel suitable for ship unloading/loading, TPI require vessel particulars for examination. The notice of shore loading and safety check list are issued by TPI staffs at TPI terminal and ship staff have to follow up with out delay in order to carry out the ship unloading/loading with good performance and safe.

Vessel should, prior to arrival, prepare:

  • Pilot ladder: safely and securely rigged, a combination of pilot ladder and ship's accommodation gangway, so arranged that personnel can first use the pilot ladder until part way up the vessel's side and then transfer to the accommodation gangway. A heaving line should be ready to take onboard the pilot and berthing master's equipments.
  • Derricks: prior to berthing vessel should prepare derricks on the correct side ready to lift adaptors for ship/shore connection, two-twelve inches rubber hose and one-eight inches composite hose in case the marine unloading arms is out of operation.
  • Reducers: shipside must prepare connection flanges at the ship manifold for the relevant ship unloading/loading operation as follows:
      • For crude oil / condensate / LGO / HGO / ATB, ship discharging at TPI wharf no. 2:12" ANSI 150 lbs RF, connected with quick coupler from shore side.
      • For Kerosene / LN / HN, ship discharging at TPI wharf no. 2:12" ANSI 150 lbs RF, connected with quick coupler from shore side.
      • For gasoline / diesel / crude oil, ship unloading on TPI wharf no. 3:6" ANSI 150 lbs RF, connected with quick coupler from shore side. Connection flange at ship manifold.
      • For pressurized propylene/propane, ship unloading on TPI wharf no. 1 & 3:6" ANSI 300 lbs RF for liquid line and 2" ANSI 300 lbs RF for vapor return line. In addition, there are some adaptors as follows:
        - 12" ANSI 150 lbs RF / 10" ANSI 150 lbs RF; 1 piece
        - 12" ANSI 150 lbs RF / 8" ANSI 150 lbs RF; 1 piece
        - 12" ANSI 150 lbs RF / 6" ANSI 150 lbs RF; 1 piece
        for connection flange at ship manifold

Navigation: Latitude 12° 38' 12" north
Longitude 101° 18' 30" east

Anchorage: Latitude 12° 37' 00" north
Longitude 101° 18' 30" east

  • Berthing/unberthing is permitted only during daytime from 0600-1800 hrs. The assigned pilot will board the vessel at the anchorage area and will assist the master in maneuvering the vessel to berth.
  • The assigned tugboat of adequate power will normally assist the vessel in berthing/unberthing. They will also standby in the vicinity nearby and ready to take the master's or TPI's loading master's order regarding abrupt change in weather condition.
  • Two mooring boats are used to send lines ashore.
  • Important notice:
      • All mooring equipment and lines must be in top working condition.
      • Synthetic tails without proper connection of spliced mooring lines are not allowed.
      • Mixed moorings are occasionally acceptable as long as they are not used in the same direction or points.
      • While maneuvering for berthing at TPI terminal, it is essential that the vessel's engine performs promptly and accurately.
      • Self-tension winches fitted with automatic rendering and hauling should not be used in automatic mode while the vessel is moored. This is because they may not always hold in position while at berth.
      • A sufficient number of personnel to deal with an emergency must be presented on board the vessel at all time during the vessel's stay at berth.
      • While the vessel is at berth, her boilers, main engines, steering machinery and other equipment essential for maneuvering should be maintained in a condition that will permit the vessel to move away from the berth at short notice.
      • All vessels while lying alongside TPI terminal must strictly follow TPI terminal's rules and regulations.

Wind Speed Limitation for Loading Arm Operation
As a safety operation procedure, when the terminal wind indicator indicates the wind is blowing at 18 meter/sec. or more from any direction or, depending on ship/shore judgment, the terminal will take the following precautions:

  • Inform vessel's personnel to be alert on moorings
  • Stop discharging/loading
  • Drain loading arm
  • Disconnect loading arm

The said limitation is to ensure that the disconnection of loading arms will be completed before the wind speed reaches the maximum limitation for operating the loading arms (21 metres/sec.)

Emergency shut down system (E.S.D): In an emergency, the operator or vessel's staff can push a single button to stop loading operations (and obviously the discharging operations) at the berth. This button will stop TPI's loading pumps and close all valves in use. It is imperative that a constant watch is maintained on deck while discharging. In case the emergency shut down is activated, vessels have to immediately stop all cargo pumps.

Emergency release coupling (E.R.C): The loading arms at berth no. 1 and 2 are equipped with the ERC system which hydraulically allows disconnection of arm flanges from the ship's manifolds in the following cases:
- When the loading arm travels over the disconnection alarm point.
- When the emergency disconnection button is pressed at the jetty control room, or at the loading arm control console. After the disconnection, the loading arm will returned to safety area.

Ship Manifold Requirements
No vessel's flexible hoses are allowed for connection with loading arms unless they are safely and rigidly bolted on vessel's deck. The berths are equipped with 150 ASA and 300 IBS RF loading arms of various sizes; therefore they should be used in accordance with their own operating limit. If the vessel's manifold is unfit for loading arms after all possible attempts, the terminal will under no circumstances reject the vessel. In addition, normally the connection flanges at ship manifold should be between 3-15m above the water line during ship unloading/loading due to limited operating envelope of the marine unloading arm.

Elevator Ladder
Shipside should provide elevator ladder, which consists of tower, lifter, gangway, bulwark ladder and power winch gangway. The lifter is adjustable in accordance with the level of the vessel's deck. The operating angle of the gangway is comparatively small. The upward/downward movement of the lifter as well as the lifting up and down of the gangway are performed by one power winch. The length of gangway is adjustable for safety reasons.

Safety and Pollution Check Lists
Checklists are to be completed jointly between vessel and the terminal representative prior to load or discharge. The loading master will coordinate cargo operations between the vessel and shore.

Cargo Operation Requirement and Restrictions
Following requirements and restrictions must be strictly compiled with during discharge at TPI terminal:

  • Ensure that no water is pumped out into shorelines. All ship sea suction valves must be closed and sealed before discharge.
  • Ship dirty ballasting is not allowed during discharge except in an emergency in anticipation of high wind gusts. However, in such a situation dirty ballasting should be undertaken only after obtaining agreement from the shore-side loading master.

Ship's Mooring Condition
- It is the ship's responsibility to maintain a safe mooring at the berth at all times.
- The tension of mooring lines must be tight, and they must be fastened to the satisfaction of the berthing master or the loading master. Any unsafe mooring equipment or conditions will result in discontinued cargo operations and possible loading arm disconnection. The loss and cost of loading arms disconnection will be for ship's account.

  • The offshore anchor is always required while approaching the berth.
  • In the event of an unsafe mooring situation created by ship's negligence or by weather conditions, tugboat(s) might be necessary for assistance as deemed necessary by the loading master. The designated ship agent must utilize their assigned tub-boat for the operation of vessels arrival/departure at TPI wharf under the close control of her assigned pilot.
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